Autonomous Unmanned Road Vehicle for Making Deliveries

ABSTRACT

An autonomous unmanned road vehicle and how it can be used to make deliveries. The unmanned vehicle is capable of operating autonomously on paved roadways. The vehicle has a control system for autonomous driving and a perception system for detecting objects in its surroundings. The vehicle also has one or more cargo compartments for carrying the delivery items. The vehicle may have a flashing light beacon to increase the conspicuousness of the vehicle. In consideration that the vehicle does not carry passengers, the size and/or motor power of the vehicle may be reduced as compared to conventional passenger vehicles.

RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application Ser.No. 61/841,912 (filed 1 Jul. 2013), No. 61/893,281 (filed 20 Oct. 2013),No. 61/909,227 (filed 26 Nov. 2013), No. 61/916,261 (filed 15 Dec.2013), No. 61/921,464 (filed 28 Dec. 2013), and No. 61/970,881 (filed 26Mar. 2014), all of which are incorporated by reference herein.

TECHNICAL FIELD

Our invention relates to using autonomous (e.g. driverless orself-driving) vehicles for making deliveries.

BACKGROUND

In the transportation and logistics industry, the “last mile” problemrefers to the delivery of goods to the final destination. There are manychallenges to making delivery to the final destination. Some examplesinclude theft of packages if they are left on the doorstep of therecipient's home, having to schedule a delivery time with the recipient,having to skip the delivery and return another day, leaving the packagewith an unreliable concierge or roommate, requiring the presence of therecipient at an inconvenient time, or requiring the recipient to travelto a special locker or other designated location to pickup theirpackage. We propose using an autonomous unmanned road vehicle for animproved delivery service.

SUMMARY

Our invention relates to autonomous unmanned road vehicles and how theycan be used to make deliveries. In one embodiment, our invention is amethod of transporting tangible goods. The method comprises loadingmultiple packages onto a transport vehicle at a regional distributionfacility. The packages are destined for multiple delivery destinationsthat are designated by different postal addresses. The packages aretransported to a local distribution facility via the transport vehicle.The recipients are notified that their packages are ready for delivery.After receiving a delivery request notification from a recipient, thepackage is loaded onto an autonomous unmanned ground vehicle. Theunmanned ground vehicle is driven on a paved roadway to the recipient'sdelivery destination. The recipient is notified that their package hasarrived or will be arriving. The package is then delivered to therecipient's delivery destination. In some embodiments, the methodfurther comprises: sending an access code to the recipient for accessingthe package; accepting the correct access code entered by the recipient;and allowing access to the package.

Another method for transporting tangible goods comprises loadingmultiple packages onto an autonomous unmanned ground vehicle fordelivery to multiple delivery destinations that are designated bydifferent postal addresses. The unmanned vehicle is driven on a pavedroadway to a waiting area. At least 85% of the delivery destinations arewithin a 6 mile radius of the waiting area. The recipients are notifiedthat their packages are ready for delivery. After receiving a deliveryrequest notification from a recipient of a package, the vehicle isdriven to the recipient's delivery destination. The recipient isnotified that their package has arrived or will be arriving. The packageis delivered at the recipient's delivery destination. The vehicle maythen return to the same waiting area or go to a different waiting area.In some embodiments, the method further comprises: sending an accesscode to the recipient for accessing the package; accepting the correctaccess code entered by the recipient; and allowing access to thepackage.

Another embodiment of our invention is a system for delivering tangiblegoods. The system comprises a regional distribution facility and a localdistribution facility that receives packages from the regionaldistribution facility. The packages received by the local distributionfacility are destined for multiple delivery destinations that aredesignated by different postal addresses. The system further comprisesan autonomous unmanned ground vehicle for delivering the packages to thedelivery destinations and an operations hub having equipment tocommunicate with the unmanned vehicle and the recipients of thepackages.

In another embodiment, the system comprises: a distribution facilitythat receives packages that are destined for multiple deliverydestinations that are designated by different postal addresses; anautonomous unmanned ground vehicle for delivering the packages to thedelivery destinations; an operations hub having equipment to communicatewith the unmanned vehicle and the recipients of the packages; and awaiting area where the unmanned ground vehicle can park while awaiting adelivery request.

Another embodiment of our invention is a method of transporting packagesthat are destined for multiple delivery destinations using an autonomousunmanned ground vehicle. The packages are transported from a firstlocation to a second (intermediate) location. The recipients of thepackages are notified that their packages are ready for delivery. Afterreceiving a delivery request notification from a recipient of a package,the unmanned ground vehicle that is loaded with the recipient's packageis driven from the intermediate location to the recipient's deliverydestination. The recipient is notified that their package has arrived orwill be arriving. After delivering the package, the vehicle is drivenback to the intermediate location.

Another embodiment of our invention is a method of delivering retailgoods to customers on-demand. The method comprises receiving a purchaseorder from a customer for delivery to a delivery destination (thepurchase order comprising a purchased item). At a local retail facilitylocated within a 6 mile radius of the delivery destination, thepurchased item is put into delivery packaging. A message is sent to thecustomer that their purchase order is ready for delivery. The customer'sdelivery request is received at a time after the purchase order isreceived. After receiving this delivery request, the delivery packagingcontaining the customer's purchased item is loaded into an autonomousunmanned ground vehicle, which is driven to the customer's deliverydestination. The customer is notified that their purchase order hasarrived or will be arriving. The purchased item is delivered at thecustomer's delivery destination.

In some cases, the purchase order includes a cold food item that is putinto a separate delivery packaging. In some cases, while awaiting thedelivery request, the delivery packaging holding the cold food item iskept in a refrigerated space at the local retail facility. In somecases, the vehicle has a cold compartment that is thermally insulatedand/or cooled, and the container holding the cold food item is loadedinto the cold compartment. In some cases, the container for the coldfood item is reusable, and after making the delivery, the vehicle standsby and waits until the container is returned to the vehicle, and departsafterwards. In some cases, the purchased item is held in a cargocompartment in the unmanned ground vehicle, and the method furthercomprises: sending an access code to the customer for accessing thecargo compartment; accepting the entry of a correct access code; andallowing access to the cargo compartment.

Another embodiment of our invention is a delivery system for deliveringretail goods to customers. The system comprises a local retail facilitythat has an inventory of retail goods and is located within a 6 mileradius of the customers' residences. The delivery system furthercomprises a computer system for receiving purchase orders of retailgoods from customers and an autonomous unmanned ground vehicle fordelivering the purchase orders to the customers' residences. Thedelivery system further comprises an operations hub having equipment tocommunicate with the unmanned vehicle and the customers. In some cases,the local retail facility operates both as a walk-in retail store and adelivery service of retail goods. In some cases, the delivery service isoperated out of one or more back rooms/areas of the local retailfacility.

Another embodiment of our invention is another method for transportingtangible goods. The method uses a home base facility that has a fleet ofautonomous unmanned ground vehicles. After receiving a request from asender for delivery of an item from the sender's designated location toa recipient at the recipient's location, an unmanned vehicle is selectedfor the sender's request. The selected vehicle may or may not be locatedat the home base facility. The unmanned ground vehicle is driven to thesender's designated location. The sender is notified that the unmannedground vehicle has arrived or will be arriving. At the sender'sdesignated location, the item is received into the unmanned groundvehicle. The unmanned ground vehicle is driven to the recipient'slocation. The recipient is notified that the unmanned ground vehicle hasarrived or will be arriving. The item is delivered at the recipient'slocation.

Another embodiment of our invention is another system for transportingtangible goods. The system comprises a fleet of autonomous unmannedground vehicles and a home base facility where the unmanned groundvehicles are kept. The system further comprises an operations hub forcoordinating the use of the unmanned ground vehicles. The unmannedground vehicles operate only in an area that is contained within a 15mile radius around the home base facility.

Another embodiment of our invention is a method for transportingtangible goods over a regional area. The method uses a fleet ofautonomous unmanned ground vehicles and multiple home base facilitiesthat are geographically separated in an area contained within a circlehaving a radius of 64 miles. After receiving a request from a sender fordelivery of an item from the sender's designated location to a recipientat the recipient's location, an unmanned vehicle is selected for thesender's request. The selected vehicle may or may not be located at ahome base facility. The unmanned ground vehicle is driven to thesender's designated location. The sender is notified that the unmannedground vehicle has arrived or will be arriving. At the sender'sdesignated location, the item is received into the unmanned groundvehicle. The unmanned ground vehicle is driven to the recipient'slocation. The recipient is notified that the unmanned ground vehicle hasarrived or will be arriving. The item is delivered at the recipient'slocation. The overall area in which the vehicle operates is containedwithin two or more adjoining or overlapping circles that each have aradius of 9 miles around a home base facility.

Another embodiment of our invention is a system for transportingtangible goods over a regional area. The system comprises a fleet ofautonomous unmanned ground vehicles and a network of multiple home basefacilities geographically separated in an area contained within a circlehaving a radius of 64 miles. The system further comprises an operationshub for coordinating the use of the unmanned ground vehicles. Theunmanned ground vehicles operate only in an area that is containedwithin two or more adjoining or overlapping circles that each have aradius of 9 miles around a home base facility.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A-1C show different views of an autonomous unmanned road vehicleas an example of our invention.

FIG. 2A shows a lidar apparatus in operating mode when the vehicle istraveling. FIG. 2B shows the lidar apparatus in protected mode inside ofa metal shield when the vehicle is parked.

FIG. 3A shows a lidar apparatus in operating mode when the vehicle istraveling. FIG. 3B shows the lidar apparatus lowered into the mountingbase and body of the vehicle when the vehicle is parked.

FIG. 4A shows a side view of a light beacon and perception apparatusintegrated into a rotating cylinder; FIG. 4B shows an overhead view.

FIG. 5A shows a front view of a perception apparatus mounted on a stalksuch that the sensor eye is elevated above the level of the flashinglight beacon; FIG. 5B shows an overhead view.

FIG. 6 shows an example of how an autonomous unmanned road vehicle canbe used to make deliveries from a distribution facility.

FIG. 7 shows another example of how an autonomous unmanned road vehiclecan be used to make deliveries from a distribution facility and waitingarea.

FIGS. 8-10 show an example of how an autonomous unmanned road vehiclecan be used to make deliveries from a supermarket store. FIGS. 8 and 9show different views of the back of the supermarket store. FIG. 10 showsthe delivery vehicle loaded with a customer order.

FIG. 11 shows examples of how operating areas may appear in regards toshape.

FIG. 12 shows an example of how an autonomous unmanned road vehicle canbe used to make deliveries from a home base facility.

FIG. 13 shows another example of an operating area for an autonomousunmanned road vehicle in a regional delivery network.

FIG. 14 shows an example of a regional delivery network.

DETAILED DESCRIPTION

Our invention contemplates the use of the unmanned ground vehicle fortransporting tangible goods, such as packages, retail goods, or otheritems. An example of the unmanned ground vehicle is shown in FIGS.1A-1C, which will be explained in further detail below. The unmannedvehicle is designed to be capable of operating autonomously (e.g.navigating and driving) on paved roadways (e.g. paved with asphalt,concrete, or composites) that are ordinarily used for motor vehicletraffic. Examples of paved roadways include streets, roads, highways,freeways, avenues, boulevards, bridges, tunnels, etc. The paved roadwaysmay be public or private. The paved roadways may have traffic lanes,pavement markings, traffic signals or traffic signs, speed limits,median dividers between opposite-direction traffic, or other typicalfeatures of roadways. The paved roadways may be designated withidentifying names (e.g. Main Street) or numbers (e.g. Route 101) by agovernment authority (e.g. municipal government).

For operating on paved roadways, the autonomous driving capabilities ofthe unmanned vehicle may include obeying traffic signals and/or signs;obeying speed limits; making turns at intersections; observing pavementline markings and staying within travel lanes; changing lanes; avoidingother vehicles on the roadway and maintaining a safe distance with thevehicle ahead; avoiding pedestrians and stopping for pedestrianscrossing the roadway or school buses; giving signals (e.g. brakinglight, turn signal, etc.) to other vehicles or other drivers; reducingspeed for shopping centers, parking lots, downtown areas, vicinity ofschools, vicinity of playgrounds, in vicinity of pedestrians, and/orresidential roadways; parking in designated areas or according toparking rules or regulations; entering and exiting limited accesshighways (e.g. interstate highways), and/or other such capabilities. Thevehicle's control system may include a navigation system that is capableof autonomously driving the vehicle to specific coordinates, landmarks,or street address locations (e.g. 1250 Main Street, Anytown, Mass.90210, a fictitious address).

The vehicle's navigation system may use a map that, in addition to theconventional roadway and navigational information, further containsspecific information about traffic or roadway infrastructure features.Examples of such specific information include location of off-siteparking spaces; location of curbside parking spaces; which lanes to useduring travel or making turns; locations and orientations of trafficsignals (such as signal lights and stop signs); speed limits; locationof residential, commercial, and/or industrial areas; traffic patterns;road conditions such as the location speed bumps or potholes; locationof intersections; location of pedestrian crossings and areas frequentedby pedestrians; location of road construction sites, etc. In addition tolocation information, other types of information that may be associatedinclude timing, orientation, tolls/fees, times of availability, etc.This information may be acquired in any suitable manner, such as byadditional pre-navigation and mapping of the area in which the vehiclewill be operated.

Perception System

The vehicle has a computer control system for its autonomous drivingcapability and has a perception system for detecting objects in itssurroundings. The “perception system” includes a perception apparatus tocollect image information and other components for processing the imageinformation, such as associated computer hardware and software. The“perception apparatus” includes the sensor eye and other associatedcomponents, such as sensors, detectors, emitters (e.g. radio,conventional light, laser), drive motors and mechanical parts, mirrors,etc. Examples of perception apparatus include cameras, lidar, radar,sonar, etc. The sensor eye is the part of the perception apparatus whereit directly receives its “point-of-view” of the environment (e.g. theopening, lens, or window through which light enters the perceptionapparatus).

The perception apparatus may use any of various types of sensors,including photodetectors (e.g. in a camera or lidar), radar receiver, orsonar receiver. The vehicle's perception system may use a single ormultiple different modalities. In some embodiments, the perceptionapparatus uses a photodetector, such as an optical image sensor in acamera or photodiodes in a lidar.

The perception apparatus may be one of the more expensive components ofthe vehicle. Moreover, the perception apparatus may be vulnerable topotentially damaging external forces, such as vandalism, weatherconditions, debris, etc. Thus, in some embodiments, the perceptionapparatus may be enclosed in a protective housing that is at leastpartially transparent, such as a polycarbonate orpoly(methyl-methacrylate) dome.

In some embodiments, the perception apparatus can be put into aprotected mode in which it is shielded or otherwise protected from thesepotentially damaging external forces. The perception apparatus can beput into the protected mode in appropriate circumstances such as whenthe vehicle is not driving, when a threat is detected, when parked, whenunder attack, when the vehicle is disabled, etc. The perceptionapparatus can be switched from the operational mode to the protectedmode and vice versa.

This protected mode can be provided by any suitable mechanism such as ashield being raised around the perception apparatus or it beingretracted into an internal part of the vehicle. For example, FIG. 2Ashows the lidar apparatus 50 (with sensor eye 52 and mounted on a stalk54) in operating mode when the vehicle is driving. But as shown in FIG.2B, when the vehicle is parked, the lidar apparatus 50 is put inprotected mode with a metal shield 56 being raised around the lidarapparatus 50. In another example, FIGS. 3A and 3B show the lidarapparatus 50 put into protected mode by retracting it into the mountingbase 58 and the body of the vehicle when parked. We consider that thisparticular feature of the perception apparatus having a protected modecan be used with any autonomous ground vehicle, such as self-drivingpassenger vehicles, and not necessarily limited to the passengerlessdelivery vehicles described herein.

Light Beacon

In some embodiments, the vehicle has a flashing light beacon (e.g. onthe roof of the vehicle) that operates while traveling on a roadway.This may be useful to increase the conspicuousness of the vehicle. Theflashing may be produced in any suitable manner, includingelectrically-produced (e.g. strobing as a burst-like flash or pulsing)or mechanically-produced (e.g. rotating light beam or reflectiveshield).

Since the unmanned vehicle does not pose a danger to anyone, the lightbeacon may be designed to operate in a manner that avoids causingannoyance, distraction, alarm, fright, or sense of potential danger orurgency, such as causing other drivers to pull over to the side of theroad or causing pedestrians to be afraid of crossing the street when anunmanned vehicle approaches. This can be achieved by using a slowerflash rate, lower luminous intensity, selecting the color of the light,selecting the type of flashing, or reducing the number of flashing lampsin the light beacon. In some embodiments, none of the light beacon(s) onthe vehicle produce a strobing-type flash, which can be unnecessarilyannoying, distracting, or alarming to people. In some embodiments, onlymechanically-produced flashing is used for light beacon(s) on thevehicle. In some embodiments, no strobing-type flashing is used for anylight beacon(s) on the vehicle.

In some embodiments, the flash rate of the light beacon is relativelyslow. In some cases, the flash rate of the light beacon is slower than120 per minute; in some cases, slower than 105 per minute; in somecases, slower than 90 per minute; in some cases, slower than 75 perminute; in some cases, slower than 60 per minute; in some cases, slowerthan 45 per minute. As used herein, “flash rate” means the rate asdiscerned by ordinary, unassisted human perception. For example, someconventional warning lights emit double flashes or quad flashes (i.e.two quick flashes or four quick flashes that are perceived as a singleflash). In such a case, each double flash or quad flash would be countedas a single flash.

The light beacon may have one or more flashing lamps. If the lightbeacon has multiple flashing lamps, in some cases, the lamps may flashsynchronously, alternately, or some other pattern. If the light beaconhas multiple flashing lamps, in some cases, the multiple lamps flashonly in an alternating pattern. In some cases, the light beacon has onlya single or at most two flashing lamps. This may be useful becausehaving too many flashing lamps can be unnecessarily annoying,distracting, or alarming to people.

In some embodiments, each flash of the light beacon has relatively lowerluminous intensity (candela) than beacons used on emergency or hazardvehicles. In some cases, the light beacon is designed to operate suchthat each flash has a luminous intensity of less than 800 cd (candela)in full daylight conditions; in some cases, less than 600 cd; in somecases, less than 500 cd; and in some cases, less than 400 cd. Thisfeature does not exclude the possibility that there may be otherintensities used for operating in other or intermediate lightingconditions, such as night, dawn/dusk, rain, fog, etc. The luminousintensity can be measured using conventional instruments such as aphotometer.

For the light beacon, it may be desirable to avoid colors that areassociated with emergencies or hazard vehicles. In some embodiments, thevehicle has one or more light beacons, but none are blue. In someembodiments, the vehicle has one or more light beacons, but none arered. In some embodiments, the vehicle has one or more light beacons, butnone are amber. Combinations of the preceding are also possible (e.g.not blue nor red). In some embodiments, the light beacon uses onlynon-emergency colors, such as white, amber, yellow, yellow-orange,orange, green, green-yellow, purple, or violet.

In order to avoid interfering with the perception system, in someembodiments, the light spectrum emitted by the light beacon is differentfrom the light spectrum emitted (if it does so) by the perceptionapparatus. In order to avoid interfering with the perception apparatus,in some embodiments, the light beacon may be positioned at an elevationthat is different from the sensor eye of the perception apparatus. Forexample, the light beacon may be positioned at an elevation above orbelow that of the sensor eye. Setting the sensor eye of the perceptionapparatus at an elevation higher than the light beacon can improve thefield of perception, especially if the vehicle has a relatively lowerheight.

In some embodiments, the light beacon and the perception apparatus aremounted above or below each other with at least some part of theperception apparatus vertically overlapping with at least some part ofthe light beacon. For example, FIG. 5A shows the perception apparatus 50mounted on a stalk 54 such that the sensor eye 52 is elevated above thelevel of the flashing light beacon 34. Moreover, as shown in FIG. 5B,there is vertical overlap of the perception apparatus 50 and theflashing light beacon 34 from the overhead view.

In some cases, both the light beacon and the perception apparatus aremounted on the same upwardly protruding structure on top of the vehicle(e.g. on a stalk or mounting base). In some cases, both the light beaconand the perception apparatus are positioned on the samevertically-extending axis. In some cases, both the light beacon and theperception apparatus are made to spin on the same vertically-extendingaxis. In such cases, the light beacon and the perception apparatus mayrotate synchronously. For example, FIGS. 4A and 4B show the light beaconand perception apparatus being integrated into a rotating cylinder andhoused within a protective glass dome 24. There are three lamps 32 onthe cylinder that spins in the direction shown by the arrow. The sensoreye 22 (i.e. a window in the cylinder) of the perception apparatus ispositioned between two of the lamps 32 and rotates together with thelamps 32.

Vehicle Color & Graphics

In some embodiments, at least some part of the vehicle is given afeminine color. This may be useful in deterring hostile physical actions(e.g. vandalism) against the vehicle. The term “feminine color” as usedherein means a color that is generally considered by Americans to bemore feminine than being masculine or neutral. This can be determined bya market research survey asking people whether they believe that aparticular color is feminine, masculine, or neutral. The survey would beon a sample of adults in America who received their entire K-12(kindergarten through grade 12) schooling in America, and the surveygroup composition being equally male and female in number. Examples offeminine colors include pink and pastel colors. The feminine color maybe the predominant color of the vehicle (e.g. the base paint color) ormay play a lesser role (e.g. part of the graphics).

In some embodiments, the exterior of the vehicle displays an image of afemale person (e.g. photo or illustration) or female character (e.g.cartoon drawing or figure, such as Tinker Bell). In some cases, thefemale person or character in the image is smiling. This may be usefulin deterring hostile physical actions (e.g. vandalism) against thevehicle. In some embodiments, the vehicle has an anti-graffiti surfaceprovided by a specialized anti-graffiti coating, paint, film, etc.

Speed Limit

Because the vehicle may have a relatively smaller size, relativelyweaker motor power, and/or relatively more unstable aerodynamics, thevehicle may travel at a relatively slower speed as compared toconventional passenger cars. In some embodiments, the speed of thevehicle is limited to a maximum allowable speed V (e.g. having a speedgovernor), with V being a value of 65 mph or less (e.g. V=57 mph or V=48mph); in some cases, V being a value of 60 mph or less; in some cases, Vbeing a value of 55 mph or less; in some cases, V being a value of 50mph or less; in some cases, V being a value of 45 mph or less. In someembodiments, the vehicle does not operate on roadways having a speedlimit of 50 mph or greater; in some cases, on roadways having a speedlimit of 55 mph or greater; in some cases, on roadways having a speedlimit of 65 mph or greater (e.g. does not operate on interstatehighways).

However, because the vehicle is designed for traveling on conventionalroadways, the vehicle is capable of maintaining speeds to keep pace withtraffic. As such, in some cases, the vehicle is capable of traveling atspeeds faster than 25 mph; and in some cases, faster than 35 mph; and insome cases, faster than 45 mph.

Technical Problems

The unmanned vehicle's control system may be programmed to monitor thecondition of the vehicle. In some embodiments, the control systemassesses technical problems being experienced by the vehicle, and ifneeded, the control system drives the vehicle to travel to a basefacility (such as the nearest distribution facility, retail facility, orhome base facility as will be described below) or to park itself(preferably at a safe place away from the flow of traffic). The vehiclemay park at any suitable place, such as on the side of the road (e.g. onthe shoulder), at an on-street parking site, or off-street parking site.Afterwards, the vehicle may standby and await the arrival of a recoverytruck.

The technical problems that can trigger this response may include one ormore of: mechanical problem (e.g. flat tire), electrical problem (e.g.light beacon not working), electromechanical problem (e.g. electricmotor malfunction), communication problem (e.g. loss of communicationlink), low battery charge, or low fuel. Detection and/or response to theproblem may be performed autonomously or semi-autonomously (i.e. under acombination of human and autonomous control). For example, the vehiclemay detect and assess the technical problem on its own and find safeparking on its own; or the problem may be assessed at the operations huband the operations hub commands or guides the vehicle to a safe parkingarea; or some combination of these actions.

In some embodiments, this response is triggered by the remaining batterycharge falling below some threshold P, wherein P has a value in therange of 20% to zero (e.g. triggered when less than 17% battery chargeremaining); in some cases, P has a value in the range of 15% to zero; insome cases, P has a value in the range of 10% to zero. In someembodiments, this response is triggered by the remaining amount of fuelfalling below some threshold F, wherein F has a value in the range of20% to zero (e.g. triggered when less than 18% fuel remaining); in somecases, F has a value in the range of 15% to zero; in some cases, F has avalue in the range of 10% to zero.

Surveillance System

In some embodiments, the vehicle has a surveillance system that operatesseparately or in conjunction with the perception system. Thesurveillance system may share the same components as the perceptionsystem, such as using the same camera(s). The surveillance system isdesigned to counter hostile physical actions against the vehicle, suchas vandalism. As such, the surveillance system may be operating during atime when the vehicle is not traveling or when the driving perceptionsystem is not active. For example, the surveillance system may beoperating when the vehicle is parked.

The surveillance system includes a multidirectional camera system thathas one or more cameras for imaging in multiple directions. A variety ofdifferent configurations are possible for the camera system. Forexample, the camera system may have a single camera that can turn todifferent directions, or multiple cameras that are pointed in differentdirections. The cameras used may be the same or different from anycameras used in the perception system. The camera can be made to beeasily visible or conspicuous to deter hostile physical actions againstthe vehicle (e.g. vandalism, theft, or aggressive driving against thevehicle).

Warning Sign

The vehicle may be the target of hostile physical actions, such asvandalism or other drivers on the road interfering with the operation ofthe vehicle (e.g. bump into it, nudge it, push if off the road, blockits path, etc.). To deter this kind of hostile action, the vehicle maydisplay an externally visible written warning notice. Examples of suchwarning notices include: “Vehicle Under Video Surveillance” or “Do NotInterfere with this Vehicle/Violators Will be Prosecuted.” Other methodsfor countering against hostile physical actions are also describedherein.

Communications Equipment

The vehicle is equipped with radio communications equipment such as areceiver, transmitter, transceiver (e.g. cellular radio transceiver),and/or antenna. The radio communications equipment may be used forcommunicating with the operations hub and/or the customers. The radiocommunications equipment may operate via any suitable radio link such asa cellular network, WiFi, satellite, or combinations thereof. The radiocommunications equipment may be integrated with or in connection withthe control system, surveillance system, and/or perception system of thevehicle.

The vehicle may have audio and/or visual equipment to communicate withpeople standing near the vehicle. In some embodiments, the vehicle hasan external loudspeaker, external microphone, and/or external videodisplay screen. These can be useful in a variety of circumstances. Forexample, the external loudspeaker can be used to talk with the deliveryrecipient or passerby, or to ward off vandals (e.g. “please step awayfrom the vehicle”), or make requests (e.g. “please move out of theway”).

The microphone can allow the delivery recipient or passerby to speakwith someone at the operations hub for the vehicle. For example, if thevehicle is improperly parked, a policeman can speak into the microphoneto ask the operations hub to move the vehicle; or for example, abystander can ask the operations hub to move the vehicle because it isblocking the way.

In some embodiments, the vehicle has an electronic payment device (e.g.credit card reader, smartphone payment processor, etc.). In some cases,the electronic payment device is involved in unlocking or opening acargo compartment door of the vehicle. For example, when the recipientmakes a payment with the electronic payment device, the compartment dooris unlocked so that the recipient can access the delivered item.

Vehicle Suspension & Body

Since the vehicle is not designed to carry passengers, the suspensiondesign can be different from those typically used in contemporarypassenger cars. In some embodiments, the vehicle has a suspension thatuses springs (e.g. coil, leaf, etc.), but no damping mechanism (e.g. noshock absorbers). In some embodiments, the vehicle does not have a fullyindependent suspension system on all wheels. In such cases, only thefront wheels, or only the rear wheels, or neither have an independentsuspension. That is, the vehicle can have a suspension configurationwith: (1) the front wheels are independently linked, but the rear wheelsare dependently linked; (2) the rear wheels are independently linked,but the front wheels are dependently linked; (3) both the front and rearwheels are dependently linked.

The vehicle may have 3-6 wheels. In some embodiments, the vehicle issteered at both the front and rear wheels (e.g. 4-wheel steering). Thiscan allow crab steering to facilitate parallel parking curbside. In someembodiments, the vehicle has wheels without separate tires, or has tiresthat are non-pneumatic (e.g. solid rubber tires or the Tweel made byMichelin) or semi-pneumatic. Semi-pneumatic tires have a hollowair-filled center, but the air is not pressurized. This feature can beuseful in making the vehicle more resistant to vandalism (e.g. tireslashing). This feature can also be useful for reducing the maintenancecost of the vehicle. Also, since the vehicle is not designed to carrypassengers, not being constrained by personal comfort considerations canlower the cost of the vehicle.

Because the vehicle may be relatively lightweight, it may experienceinstability at higher travel speeds. Vehicle stability can be enhancedby aerodynamic design of the vehicle for reducing air turbulence aroundthe vehicle, reducing aerodynamic lift, and/or produce downforce on thevehicle. Such designs can include shaping the vehicle body appropriately(e.g. a wedge shaped front), giving the vehicle a spoiler (to reduceturbulence and aerodynamic lift), and/or giving the vehicle a wing toproduce downforce.

Operations Hub

Coordination of the delivery operations may be performed by anoperations hub. To perform this, the operations hub may have personneland equipment to remotely operate the vehicle, communicate with thevehicle (e.g. for sending commands, receiving monitoring informationfrom the vehicle, etc.), and/or remotely monitor the vehicle.

The operations hub can also communicate with any of the facilitiesdescribed below (e.g. distribution facility, home base facility, localretail facility). Communications with the customer or recipient (sendingand receiving) can be performed by operations hub or by the vehicleitself, and can be made via any suitable medium, such as through wiredor wireless communication devices such as mobile phones, desktopcomputers, home control panel (for a home automation system), etc. Thecommunications with the customer or recipient may be in the form ofphone calls, voice messages, emails, text messages, message alerts, orany other suitable means of notification.

The operations hub may be a single physical location or multiplephysical locations that functionally work together. The operations hubmay be physically and/or functionally combined or integrated with any ofthe facilities described below (e.g. distribution facility, home basefacility, local retail facility), or it may be separate functionallyand/or physically.

In some embodiments, the person who remotely operates the unmannedvehicle has a driver's license in the state where the vehicle is beingoperated. The operations hub may be handling the operation of multipleunmanned ground vehicles. In some cases, the operations hub is incommand of 10 or more vehicles; in some cases, 15 or more vehicles; insome cases, 25 or more vehicles.

Vehicle Dimensions

Because the vehicle should be large enough to carry cargo, the unmannedvehicle may have a dry (empty) weight of at least 450 lbs; in somecases, at least 550 lbs; in some cases, at least 700 lbs. But becausethe vehicle does not carry passengers, typical human comfort and safetyfeatures can be omitted, thus reducing the weight of the vehicle. Assuch, the unmanned vehicle may have a dry (empty) weight of less than7,000 lbs; in some cases, less than 5,000 lbs.; in some cases, less than3,000 lbs.; in some cases, less than 2,000 lbs.; in some cases, lessthan 1,500 lbs.

In some embodiments, the unmanned vehicle has a wheelbase of at least 30inches; in some cases, at least 40 inches; in some cases, at least 60inches; in some cases, at least 75 inches. In some embodiments, theunmanned vehicle has a wheelbase of less than 210 inches; in some cases,less than 170 inches; in some cases, less than 150 inches; in somecases, less than 130 inches; in some cases, less than 105 inches.

In some embodiments, the unmanned vehicle has a maximum payload capacityof at least 75 lbs; in some cases, at least 150 lbs; in some cases, atleast 200 lbs; in some cases, at least 300 lbs; in some cases, at least400 lbs; in some cases, at least 600 lbs; in some cases, at least 800lbs. In some embodiments, the unmanned vehicle has a maximum payloadcapacity that is less than 2,000 lbs; in some cases, less than 1,500lbs; in some cases, less than 1,200 lbs; in some cases, less than 900lbs.

In some embodiments, the unmanned vehicle has a total cargo volume of atleast 20 cu ft; in some cases, at least 40 cu ft; in some cases, atleast 60 cu ft; in some cases, at least 90 cu ft. In some embodiments,the vehicle has a total cargo volume of less than 600 cu ft; in somecases, less than 400 cu ft; in some cases, less than 200 cu ft; in somecases, less than 100 cu ft.

Examples of vehicle dimensions that may be suitable include thosesimilar to the Smart™ electric minicar, 4-wheel all-terrain or sportutility vehicles (ATV), or golf carts.

Since the unmanned ground vehicle is not designed to carry passengers,it can have a relatively narrower width. In some embodiments, both thefront and rear track widths of the vehicle are narrower than 80 inches;in some cases, narrower than 75 inches; in some cases, narrower than 70inches; in some cases, narrower than 65 inches; in some cases, narrowerthan 60 inches; in some cases, narrower than 55 inches; in some cases,narrower than 50 inches; in some cases, narrower than 45 inches; in somecases, narrower than 40 inches.

In some embodiments, the main body of the unmanned vehicle has a heightof less than 8 feet (not including projecting elements such as antennas,cameras, signal lights, perception apparatus, light beacons, or otheraccessory elements, etc.); in some cases, less than 7 feet; in somecases, less than 6 feet; in some cases, less than 5 feet 6 inches; insome cases, less than 5 feet. However, because the vehicle may bedesigned to allow recipients to easily access the delivered itemswithout the need for special equipment, the height should not be toolow. In some embodiments, the main body of the unmanned vehicle has aheight of greater than 4 feet; in some cases, greater than 5 feet.

Low Center of Gravity

The vehicle can be made to have a relatively lower center of gravity(CoG) height. This feature can be useful for a variety of reasons,including improving vehicle stability while traveling or resistingtipping-over by vandals. In some embodiments, the vehicle (unloaded andempty of fuel, if any required) has a CoG height of lower than 25 inchesfrom the ground; in some cases, lower than 24 inches; in some cases,lower than 23 inches; in some cases, lower than 22 inches; in somecases, lower than 21 inches; in some cases, lower than 20 inches; insome cases, lower than 19 inches; in some cases, lower than 18 inches;in some cases, lower than 17 inches; in some cases, lower than 16 inchesfrom the ground.

The CoG height can be lowered by placement of batteries, electric drivemotors, and other equipment closer to the ground level, or reducing theheight of the vehicle. As such, in some embodiments, any batteriesand/or electric drive motors of the vehicle are positioned beneath acargo compartment or located at a level beneath a cargo compartment ofthe vehicle.

Road Operating Equipment

The unmanned vehicle also has equipment for operating on roadways. Forexample, the unmanned vehicle may have a signal light (e.g. turn signallight); brake light (on the rear); forward facing light (e.g. headlightsor beam lights) for illumination when operating during nighttime orreduced visibility conditions; exterior light (e.g. navigation light,emergency light, hazard light, strobe light, flashing light, spinninglight, etc.) and/or reflector to enhance the conspicuousness of theunmanned vehicle to others; illuminated license plate; etc. The unmannedvehicle may also be covered under liability insurance for personalinjury and/or property damage.

Cargo Compartment

The unmanned vehicle has one or more compartments for holding deliverycargo. The compartments may be closed/locked and be opened/unlocked in asecure manner. For example, the compartments may be opened/unlockedremotely by the operations hub upon request by the recipient. In anotherexample, the recipient may be given an access code (e.g. via asmartphone) and the vehicle has an external keypad for entering theaccess code. Entry of the correct access code will open/unlock thecompartment. In another example, the compartments may be unlocked/openedby the recipient's personal electronic device such as a smartphone.

In some embodiments, one or more of the compartments are designed forholding cold food items. For example, such cold compartments could bethermally-insulated (specifically designed for thermal insulation)and/or cooled. Temperature cooling can be provided in any suitablemanner. For example, cooling could be provided by using refrigerantmaterials such as water ice, dry ice, or reusable cold packs (e.g. gelbags or bricks). In another example, cooling could be provided byelectrical refrigeration.

In some embodiments, the vehicle has multiple separate cargocompartments that are individually accessible and/or lockable. This canallow the vehicle to make multiple deliveries to different recipients.For example, the vehicle can travel to one destination and deliver anitem contained in one compartment, and then travel to anotherdestination and deliver another item contained in a differentcompartment.

The cargo compartment may also have lighting to enhance visibility forthe user, which may be particularly useful for nighttime deliveries. Thelighting may be activated by opening of the compartment door. Thevehicle may also have a camera for monitoring inside the compartment(s).This can be useful for preventing theft or monitoring the security ofthe contents.

For safety reasons, access to the cargo compartment (e.g. cargo door)may be located away from the side facing the street. For example, thecargo compartment access may be located only on the right side (withrespect to the forward direction), top side, front side, and/or backside of the vehicle. In some cases, access to the cargo compartment isnot located on the left side of the vehicle.

Vehicle Power Source

The unmanned vehicle may be propelled by any suitable power source,including conventional power sources such as gasoline or diesel, oralternative power sources such as battery-electric, natural gas, fuelcell, hybrid-electric, etc., or any combination thereof. Because theunmanned vehicle may be making mostly short trips, the unmanned vehiclemay be powered by range-limited power sources, such as by electricityaccumulator apparatus (e.g. batteries or capacitors). In some cases, thevehicle may be hybrid-powered, i.e. electrically-powered in combinationwith a fuel engine.

In some cases, such electrically-powered vehicles may not have (omit)any apparatus for generating electricity from fuel (e.g. fuel cell orgasoline-powered generator). For example, the unmanned vehicle may drawall its motive power from electricity accumulators only (e.g.battery-only) and has no other source of motive power or electricitygeneration.

The vehicle is propelled by one or more motors, which can be electric orfuel powered. Because the unmanned vehicle does not carry passengers andbecause it may be designed to be relatively lighter and relativelyslower, the motor power of the vehicle may be relatively weaker comparedto passenger cars. In this regard, the following embodiments arepossible.

In embodiments where the vehicle is propelled by electric motor(s) onlyand if the vehicle has only a single electric motor, in some cases, therated maximum horsepower of the electric motor may be less than 90 hp;and in some cases, less than 75 hp; and in some cases, less than 60 hp.However, because the vehicle is designed for traveling on conventionalroadways, the vehicle should have sufficient power to maintain a speedthat keeps pace with traffic. As such, the rated maximum horsepower ofthe electric motor may be greater than 25 hp; and in some cases, greaterthan 35 hp.

In embodiments where the vehicle is propelled by electric motor(s) onlyand if the vehicle has multiple electric motors (e.g. one on each of thefront wheels), in some cases, the rated maximum horsepower of eachelectric motor may be less than 75 hp; and in some cases, less than 60hp; and in some cases, less than 45 hp. However, because the vehicle isdesigned for traveling on conventional roadways, the vehicle should havesufficient power to maintain a speed that keeps pace with traffic. Assuch, the rated maximum horsepower of each electric motor may be greaterthan 15 hp; and in some cases, greater than 20 hp.

In embodiments where the vehicle is propelled by a combination of aninternal combustion motor and electric motor(s) (i.e. a hybrid-poweredvehicle) and if the vehicle has only a single electric motor, in somecases, the rated maximum horsepower of the electric motor may be lessthan 60 hp; and in some cases, less than 45 hp; and in some cases, lessthan 30 hp.

In embodiments where the vehicle is propelled by a combination of aninternal combustion motor and electric motor(s) (i.e. a hybrid-poweredvehicle) and if the vehicle has multiple electric motors, in some cases,the rated maximum horsepower of each electric motor may be less than 45hp; and in some cases, less than 30 hp; and in some cases, less than 20hp.

In embodiments where the vehicle is propelled by an internal combustionmotor (exclusively or in conjunction with an electric motor), arelatively smaller motor may be used as compared to passenger cars. Insome cases, the internal combustion motor has only three cylinders, insome cases only two cylinders, in some cases only a single cylinder. Therelatively smaller motor can also be characterized by its displacementvolume. In some cases, the displacement volume of the internalcombustion motor may be less than 900 cc; in some cases, less than 750cc; in some cases, less than 600 cc.

Unmanned Operation

Not having a human operator on board, the unmanned vehicle is able tooperate on roadways in ordinary conditions without any human control,i.e. autonomously. The unmanned vehicle operates fully autonomously orpartly autonomously, i.e. under a combination of human and autonomouscontrol. For example, although the vehicle may be fully capable ofdriving autonomously, this autonomous control may be supplemented byhuman control via remote-operation on a as-needed basis, such as forvehicle breakdown, changes in traffic patterns, road construction, roador lane closures, detours, traffic accidents, severe weather conditions,or some other unexpected disruption to roadway traveling conditions.Thus, any reference made herein about the unmanned vehicle traveling tovarious places means that the vehicle is driven at least partly in anautonomous manner.

The unmanned vehicle is designed to carry cargo but not humanpassengers. Because the unmanned vehicle is not designed for onboardhuman presence, the vehicle may not have one or more of the following:seats for passengers, windows, seatbelts, airbags, climate control (e.g.heating or air conditioning), audio entertainment system, passengerdoors, etc.

Because the autonomous vehicle is designed to operate without a humandriver inside the vehicle, the vehicle may not have (omit) one or moreof the following: steering wheel, gear lever or selector, acceleratorpedal, foot brake, speedometer, side view mirror, rear view mirror,glass windshield, windshield wiper, etc.

Example Vehicle

FIGS. 1A-1C show an example of the unmanned ground vehicle of ourinvention. A flashing light beacon 30 is mounted on the roof of the mainbody 10. A perception apparatus 20 (here, a lidar apparatus) is mountedon top of the light beacon 30. The vehicle has a cargo compartment whichcan be accessed by opening the cargo door 12 (having hinges 15 and doorhandle 14). To unlock the cargo door 12, the customer enters the correctaccess code into the keypad 42. To improve visibility and safety, thevehicle also has a reflector stripe 16 and rear brake lights 44. Thevehicle is also equipped with an audio loudspeaker 40 so that someone inthe operations hub can speak with the delivery customer or bystanders.

Uses of the Autonomous Unmanned Road Vehicle

The autonomous unmanned road vehicle of our invention can be used in avariety of ways for making deliveries. The delivery destinations can bedesignated in any suitable manner to identify its location, such as GPS(global positioning system) coordinates, cellular network, and/or postaladdress as recognized by the postal service, emergency services (fire,ambulance, etc.), mapping agencies or firms, or courier services, etc.For example, a delivery destination may be designated as 1250 MainStreet, Anytown, Mass. 90210 (fictitious address). The deliverydestinations can be specified in even more detail (e.g. a specific sideof a corner or a specific side of a building). Non-limiting examples ofdelivery destinations include residences and businesses, such asrestaurants, offices, retail stores, etc.

The delivery is received by the recipient or customer, or someone ontheir behalf, such as a family member, friend, roommate, doorman,receptionist, etc. Because the items may be delivered withoutassistance, in some embodiments, the weight of each single item (e.g. aparcel) or bundled item (e.g. a shopping bag or box filled with groceryitems), which is intended to be carried as a unit, may be relativelylight such that they can be lifted or picked-up without assistance. Insome cases, each single or bundled item being delivered weighs less than90 lbs; in some cases, less than 75 lbs; in some cases, less than 50lbs; in some cases, less than 25 lbs; in some cases, less than 20 lbs.

A. Delivery of Packages

In one embodiment, the unmanned vehicle can be used for deliveringpackages (e.g. boxes, parcels, envelopes, shipments, mail items,letters, etc.) that are destined for multiple (two or more) deliverydestinations. This can be useful in situations where the recipient isnot present at the delivery destination when the delivery is ready to bemade. As such, the recipient can request delivery upon demand. Ourinvention can be particularly useful in making deliveries to residences(i.e. the delivery destinations are peoples' homes). For example, therecipient may not be able to receive their package until they returnhome from work, but can request delivery after they arrive home fromwork. The residences may be located in an area that is zoned forresidential use.

Because the packages may be delivered to the recipient withoutassistance, in some embodiments, the packages for delivery may belimited to those that are relatively lighter such that they can belifted or picked-up without assistance. In some cases, each of thepackages are less than 90 lbs in weight; in some cases, less than 75 lbsin weight; in some cases, less than 50 lbs in weight.

Distribution Facility

At a distribution facility, one or more packages for delivery are loadedonto the unmanned vehicle. The distribution facility can be any facilitythat provides a place to receive packages and load them onto theunmanned vehicle. Non-limiting examples of distribution facilitiesinclude warehouses, distribution centers, sorting facilities, loadingfacilities, processing facilities, transportation facilities, etc. Otherexamples of distribution facilities that can be used by our inventionare further described below. The distribution facility may further beinvolved in receiving, sorting, storing, and/or processing packages. Thedistribution facility may be combined or integrated with an operationshub. The distribution facilities referred to herein can be part of alarger distribution network.

Regional and Local Distribution Facilities

In certain embodiments, our invention uses one or more regionaldistribution facilities that each distribute packages to multiple (twoor more) local distribution facilities, each of which serves a deliveryzone with multiple delivery destinations. At a regional distributionfacility, the packages are loaded onto a transport vehicle for deliveryto a local distribution facility. The vehicle used in this transportphase may be any conventional ground vehicle and does not have to be anunmanned vehicle. The transport vehicle then travels to the localdistribution facility, which is responsible for delivering the packagesto their delivery destinations. At the local distribution facility, thetransport vehicle may wait without unloading or unload the packagesdestined for the delivery destinations served by the local distributionfacility.

The local distribution facility is connected to the deliverydestinations via paved roadways. To provide timely on-demand delivery,the local distribution facility is generally located close to thedelivery destinations. In some embodiments, all the deliverydestinations served by the local distribution facility are within a 10mile radius of the local distribution facility; in some cases, within a6 mile radius; in some cases, within a 3 mile radius. In someembodiments, at least 85% of the delivery destinations served by thelocal distribution facility are within a 10 mile radius of the localdistribution facility; in some cases, within a 6 mile radius; in somecases, within a 3 mile radius.

In some cases, the local distribution facility is dedicated solely forthe delivery service. But in other cases, the local distributionfacility may be located at a business facility that operates a differenttype of business (other than the delivery service), such as a retailstore, office building, gas station, parking garage or parking lot, orschool. For example, the delivery service may be operated out of a backroom, on the parking lot, or from the back alley of the businessfacility. Examples of retail stores where the local distributionfacility could be located include grocery store, supermarket, warehousestore, department store, convenience store, variety store, drug orpharmacy store, electronics store, restaurant, office supply store,hardware or building supply store, etc. This is a useful feature becausemany retail stores already exist in close proximity to residential areas(e.g. neighborhood grocery stores).

In some embodiments, the local distribution facility is located at analready-established business facility that has been modified to alsooperate the delivery service but continues to operate thealready-existing business (e.g. by remodeling, renovation, or othermodification of the premises such that it can continue thealready-operating business). For example, a back room or area of aretail store (e.g. grocery store or convenience store) could beconverted or renovated to operate the delivery service. In anotherexample, the parking lot of a shopping center could be equipped to holdand maintain a fleet of unmanned vehicles, along with other equipment,personnel, and/or housing to operate the delivery service.

In cases where the local distribution facility is located at a businessfacility that also operates a different type of business, there may besome employee staff who are dedicated to the delivery service (e.g.maintaining or operating the vehicles). However, it may also be possibleto have employee(s) who work both the other business operations and alsothe delivery service. As such, in some cases, the business facilityoperates with at least one employee in at least one work shift workingin both the other business operation and the delivery service; and insome cases, at least three employees in at least one work shift who workin this manner.

In some embodiments, the local distribution facility is located in anarea that is zoned for commercial, industrial, and/or mixedresidential-commercial use. In some embodiments, there is a residentialarea or an area that is zoned for residential use located within a 6mile radius of the local distribution facility; in some cases, within a3 mile radius. This can be a useful feature because many deliveries maybe made to residences. In some cases, the local distribution facilityhas a covered garage for storing the vehicle(s) when not in use (e.g.during idle time or overnight).

Because the regional distribution facility does not necessarily provideon-demand delivery, it can generally be located farther away from thedelivery destinations served by the local distribution facility. In someembodiments, all the delivery destinations served by the localdistribution facility are outside a 1 mile radius of the regionaldistribution facility; in some cases, outside a 3 mile radius; in somecases, outside a 6 mile radius. In some embodiments, at least 85% of thedelivery destinations served by the local distribution facility areoutside a 1 mile radius of the regional distribution facility; in somecases, outside a 3 mile radius; in some cases, outside a 6 mile radius.These statistical parameters may be applicable to a particular regionaldistribution facility, a particular local distribution facility, orsystem-wide. That is, infringement of our patent may occur at the levelof the particular regional distribution facility, local distributionfacility, or system-wide.

The recipients are notified that their packages are ready for delivery.This notification may occur at any suitable time point, such as afterthe packages arrive at the local distribution facility. Thisnotification to the recipients may be performed by the operations hub.After receiving this notification, a recipient can request delivery oftheir package(s) (e.g. by replying back to the ready notification). Thisdelivery request is received at the local distribution facility (e.g.via the operations hub) and the requested package(s) is loaded onto anunmanned ground vehicle. If multiple delivery requests are received, thepackages for the multiple requests may be loaded.

The unmanned vehicle is then sent to the recipient's deliverydestination. The unmanned ground vehicle travels, being driven at leastpartly in an autonomous manner, to the recipient's delivery destinationvia a paved roadway. To confirm the recipient's request, the recipientmay be notified (e.g. by the operations hub) that the requestedpackage(s) is on its way. This notification may occur at any suitabletime point, such as when the package(s) is loaded onto the unmannedvehicle or when the vehicle is in transit to the delivery destination.

Because the unmanned vehicle is expected to make deliveries throughmultiple round trips as demanded, for each excursion from the localdistribution facility, the vehicle carries less than the total number ofpackages to be delivered for all the delivery destinations being servedby that local distribution facility. For example, considering ahypothetical situation in which the local distribution facility has todeliver a total of 28 packages for delivery to 25 delivery destinations,the vehicle may end up making 20 round trips to make these deliveries,and for each round trip, carry the package(s) for only one or twodelivery destinations. In some embodiments, for each excursion from thelocal distribution facility to make a delivery(s), the vehicle visitsonly two delivery destinations or fewer before returning back to thelocal distribution facility; in some cases, visits only three deliverydestinations or fewer; in some cases, visits only four deliverydestinations or fewer.

FIG. 6 shows an example of how the our invention can be implemented. Ata regional distribution facility 60, a conventional delivery truck 62 isloaded with packages that are destined for multiple residential deliverydestinations (▴). After loading, the truck 62 travels to localdistribution facility 70. Here, the packages destined for delivery zoneX are unloaded. All the delivery destinations in delivery zone X arewithin a 6 mile radius of the local distribution facility 70. Afterunloading the packages at local distribution facility 70, the truck 62then travels to local distribution facility 72 to drop-off theirpackages.

The operations hub notifies the package recipients that their packagesare ready for delivery to their delivery destinations. When a recipientin delivery zone X requests a delivery (e.g. upon returning home fromwork), the recipient's package(s) is loaded into an unmanned groundvehicle 74 at local distribution facility 70. On command, the unmannedvehicle 74 then travels to the recipient's delivery destination indelivery zone X. In transit, the operations hub notifies the recipientthat the package is on its way. When the unmanned delivery vehicle 74arrives at the delivery destination, the operations hub notifies therecipient that the package has arrived and provides an access code foropening the cargo compartment of the unmanned delivery vehicle.

When the recipient enters the correct access code (e.g. on an externalkeypad on the unmanned vehicle), the cargo door is unlocked. Therecipient picks-up the package and closes the cargo door. The recipientpresses a button on the unmanned vehicle indicating that the packagedelivery is completed. With this, the unmanned vehicle 74 makes anotherdelivery or returns to the local distribution facility 70. Delivery to arecipient in delivery zone Y can be made in the same manner, using anunmanned ground vehicle 76 sent from local distribution facility 72.

Waiting Areas

In certain embodiments, our invention uses a waiting area where theunmanned vehicle can park while it awaits its next delivery request(e.g. in between deliveries). At a base distribution facility (e.g. alocal distribution facility), the unmanned ground vehicle is loaded withmultiple packages to be delivered to multiple delivery destinations.With the packages loaded, the unmanned vehicle leaves the basedistribution facility and drives, at least partly in an autonomousmanner, to the waiting area (although it may first make a delivery(s)before arriving at the waiting area). The unmanned vehicle parks at thewaiting area and awaits a command to make the next delivery.

The waiting area is a location that is a short distance away from thedelivery destinations so that deliveries can be made on-demand. In someembodiments, all the delivery destinations being served by the unmannedvehicle are within a 10 mile radius of the waiting area; in some cases,within a 6 mile radius; in some cases, within a 3 mile radius. In someembodiments, at least 85% of the delivery destinations being served bythe unmanned vehicle are within a 10 mile radius of the waiting area; insome cases, within a 6 mile radius; in some cases, within a 3 mileradius. These statistical parameters may be applicable to a particularbase facility or system-wide. That is, infringement of our patent mayoccur at the level of the particular base facility or system-wide.

Any suitable location where the unmanned vehicle can temporarily parkcan serve as the waiting area. In some embodiments, the waiting area canbe an on-street parking site (e.g. curbside parking) and/or anoff-street parking site such as a parking structure, surface parkinglot, or even a residential garage or driveway (with the owner'sauthorization). In some embodiments, the waiting area is located at abusiness facility that operates a different type of business (other thanthe delivery service) as explained above, such as a retail store. Forexample, the waiting area can be in the parking lot of a grocery store.

In cases where the waiting area is located at a business facility, theremay be some employee staff who are dedicated to the delivery service(e.g. maintaining or operating the vehicles). However, it may also bepossible to have employee(s) who work both the other business operationsand also the delivery service. As such, in some cases, the businessfacility operates with at least one employee in at least one work shiftworking in both the other business operation and the delivery service;and in some cases, at least three employees in at least one work shiftwho work in this manner.

In some embodiments, the waiting area has equipment and/or personnel formaintaining the unmanned vehicle (e.g. recharging equipment, refuelingequipment, repair equipment, tow truck or recovery truck, securityguards to guard over the vehicles, repair personnel, etc.). In someembodiments, the waiting area is located in an area that is zoned forcommercial, industrial, and/or mixed residential-commercial use.

There may be more than one waiting area available for serving thedelivery destinations. For example, after making a delivery, the closestof several predetermined waiting areas may be selected. But the waitingarea(s) does not necessarily have to be pre-determined. For example, awaiting area may be found on an ad hoc basis (e.g. if the usual waitingarea is not available). In another example, after making a delivery,that delivery destination or somewhere close may be made as the currentwaiting area.

The recipients are notified that their packages are ready for delivery.This notification may occur at any suitable time point, such as afterthe packages are loaded onto the unmanned delivery vehicle or when theunmanned vehicle arrives at the waiting area. This notification to therecipients may be performed by the operations hub. After receiving thisnotification, a recipient can request delivery of the package(s) (e.g.by replying back to the ready notification).

The operations hub sends a command to the unmanned vehicle to make therequested delivery. The unmanned ground vehicle then travels, beingdriven at least partly in an autonomous manner, to the recipient'sdelivery destination via a paved roadway. To confirm the recipient'srequest, the recipient may be notified (e.g. by the operations hub) thatthe requested package(s) is on its way. This notification may occur atany suitable time point, such as when the vehicle is in transit to thedelivery destination.

FIG. 7 shows another example of how the our invention can beimplemented. At a base distribution facility 80, unmanned groundvehicles 82 and 84 are loaded with packages that are destined formultiple residential delivery destinations (▴) within their assigneddelivery zones A and B. After loading, the unmanned vehicles are sent ontheir way to their respective delivery zones A and B. Each vehicletravels to its respective waiting area (X) and parks there, awaiting acommand to make a delivery. Alternatively, the vehicle may make adelivery(s) before traveling to the waiting area. All the deliverydestinations being served by the unmanned vehicle for that particularexcursion are within a 6 mile radius of the waiting area (X).

Although FIG. 7 shows the waiting area being within the delivery zone,this does not have to be the case. For example, the delivery zone may bea residential area, but the waiting area may be located in a commercialzone that is adjacent to the residential area.

In transit, the operations hub notifies the package recipients thattheir packages are ready for delivery to their delivery destinations.When a recipient in delivery zone A requests a delivery (e.g. uponreturning home from work), the operations hub sends a command to theunmanned vehicle 82 for delivery zone A to make that delivery. Theunmanned vehicle 82 departs from the waiting area and travels to thedelivery destination. In transit to the recipient's deliverydestination, the operations hub notifies the recipient that the packageis on its way. When the unmanned delivery vehicle 82 arrives at thedelivery destination, the operations hub notifies the recipient that thepackage has arrived and provides an access code for opening the cargocompartment of the unmanned delivery vehicle.

When the recipient enters the correct access code (e.g. on an externalkeypad on the unmanned vehicle), the cargo door is unlocked. Therecipient picks-up the package and closes the cargo door. The recipientpresses a button on the unmanned vehicle indicating that the packagedelivery is completed. With this, the unmanned vehicle 82 makes anotherdelivery or returns to the waiting area. Delivery to a recipient indelivery zone B can be made in the same manner using unmanned groundvehicle 84.

General Embodiment

In certain embodiments, our invention may be considered more generallyas a method of transporting packages that are destined for multipledelivery destinations using an unmanned ground vehicle. The packages aretransported from a first location to a second (intermediate) location.Examples of first locations include regional distribution facilities andbase distribution facilities as described above (e.g. a localdistribution facility); examples of intermediate locations include localdistribution facilities and waiting areas as described above. (Note thata local distribution facility can be considered a first location or anintermediate location, depending upon the overall configuration of thedelivery network.) The intermediate location is connected with thedelivery destinations via paved roadways.

In some embodiments, all the delivery destinations are within a 10 mileradius of the intermediate location; in some cases, within a 6 mileradius; in some cases, within a 3 mile radius. In some embodiments, atleast 85% of the delivery destinations are within a 10 mile radius ofthe intermediate location; in some cases, within a 6 mile radius; insome cases, within a 3 mile radius. These statistical parameters may beapplicable to a particular first location, particular intermediatelocation, or system-wide. That is, infringement of our patent may occurat the level of the particular first location, particular intermediatelocation, or system-wide.

In some embodiments, all the delivery destinations are outside a 1 mileradius of the first location; in some cases, outside a 3 mile radius; insome cases, outside a 6 mile radius. In some embodiments, at least 85%of the delivery destinations are outside a 1 mile radius of the firstlocation; in some cases, outside a 3 mile radius; in some cases, outsidea 6 mile radius. These statistical parameters may be applicable to aparticular first location or system-wide. That is, infringement of ourpatent may occur at the level of the particular first location orsystem-wide.

The method comprises notifying the recipients that their packages areready for delivery. After receiving this notification, a recipient maycommunicate a request notification requesting delivery of their packageto the delivery destination. In response to the delivery request, anunmanned ground vehicle that is loaded with the package(s) is sent froman intermediate location to the recipient's delivery destination on apaved roadway. The unmanned ground vehicle travels, being driven atleast partly in an autonomous manner, to the recipient's deliverydestination via a paved roadway.

The recipient is notified that their package has arrived or will bearriving. After making the delivery, the unmanned ground vehicle makesanother delivery or is driven, at least partly in an autonomous manner,on a paved roadway back to the intermediate location.

Delivery Performance

Because the second (intermediate) location is located close to therecipient's delivery destination, our invention can provide on-demanddelivery in a timely manner. In some embodiments, greater than 50% ofthe deliveries arrive at the recipient's delivery destination within 45minutes of the delivery request; and in some cases, greater than 75% (asapplied to a particular first location and/or system-wide).

Whereas in conventional delivery methods the recipient often mustaccommodate to the delivery schedule, our delivery method allows thedeliveries to be made at a time convenient for the recipient. Forexample, many working people are not at home during the workday. Ourinvention can offer the convenience of receiving a package duringafter-work hours. While at work, the recipient may receive anotification that a package has arrived and is ready for delivery. Whenthe recipient returns home, they can request delivery of the package totheir home. As such, in some embodiments, at least 50% of the weekdaydeliveries to residences are made between the hours of 3 pm to 11 pm (asapplied to a particular first location and/or system-wide); in somecases, at least 70% of the weekday deliveries as aforementioned.

B. Delivery of Retail Goods

In this embodiment, our invention provides another method of deliveringretail goods to customers using an unmanned ground vehicle. A variety ofdifferent types of retail goods can be delivered using our method. Forexample, the retail goods may be food products (e.g. groceries orprepared meals); consumables (e.g. baby care, medicines, personal careproducts, health care products, beauty care products, householdproducts, cleaning supplies, clothing/apparel, etc.); and/or durablegoods (e.g. electronics, appliances, hardware supplies, etc.). Suchretail goods may be found in retail stores such as grocery stores,supermarkets, hypermarkets, warehouse stores, department stores,convenience stores, variety stores, drug or pharmacy stores, electronicsstores, restaurants, etc.

Purchase Order

A purchase order is received from a customer. The purchase orderincludes one or more purchased items to be delivered to the customer ata designated delivery destination. The customer can make the purchaseorder in any suitable manner, such using a wired or wirelesscommunication devices (e.g. mobile phones), desktop computers, homecontrol panel (for a home automation system), etc. The purchase ordercan be made through any suitable type of interface, such as website witha browser, specialized programs (e.g. smartphone apps), telephone menu,an automated home inventory system, etc. For example, the purchase ordercan be placed through the Internet using a smartphone.

Local Retail Facility

The purchase order is received by and/or transmitted to a local retailfacility that serves end-user/consumer customers, i.e. stocks productsthat are packaged in a manner intended for the end-user/consumer. Thelocal retail facility is connected to the customer's deliverydestination via paved roadways. To provide timely on-demand delivery,the local retail facility is generally located close to the customer'sdelivery destination. In some embodiments, the local retail facility islocated within a 10 mile radius of the customer's delivery destination;in some cases, within a 6 mile radius; in some cases, within a 3 mileradius. In some embodiments, there is a residential area or an area thatis zoned for residential use located within a 6 mile radius of the localretail facility; in some cases, within a 3 mile radius. This can be auseful feature because many deliveries may be made to residences.

Delivery Packaging

At the local retail facility, the item(s) in the customer's purchaseorder are collected and placed into one or more delivery packaging thatare designated for that customer's purchase order. The deliverypackaging may be disposable or reusable, and may take any suitable formsuch as paper or plastic bags, cardboard boxes, cartons, plasticcontainers, etc. There may be delivery packaging of different types,shapes, sizes, etc., to accommodate different types of merchandise ordifferent quantities of merchandise. For example, non-perishable goodsmay be put into disposable paper bags and perishable food products maybe put into reusable insulated plastic containers. Depending upon thetype and quantity of merchandise in the purchase order, the purchaseditems may be held in multiple delivery packaging. Different packagingmay used together. For example, multiple paper bags may be put into alarger plastic container. Some purchased items may be too large or bulkyto place into a delivery packaging. Such items may be held as looseitems while waiting to be loaded onto the delivery vehicle.

Because the purchased items may be delivered without assistance, in someembodiments, the total weight of each packaging holding the purchaseditem(s) may be relatively light such that they can be lifted orpicked-up without assistance. In some cases, each of the loaded deliverypackaging weighs less than 50 lbs; in some cases, less than 25 lbs; insome cases, less than 20 lbs.

The customer's purchase order may include cold food products (e.g.cooled, refrigerated, frozen, or perishable), such as produce, frozenfoods, milk, fruit juices, meats, cheese, dairy, eggs, etc. To maintainfreshness while waiting to be loaded onto the delivery vehicle,packaging holding cold food items could be stored in a cooled space atthe local retail facility, such as a refrigerator or freezer. Forexample, they could be stored in a large commercial refrigerator or arefrigerated room such as a walk-in cooler, refrigerator, or freezer.Alternatively or in combination, cold food items could be placed intospecial delivery containers that are thermally-insulated (specificallydesigned for thermal insulation) and/or cooled. Temperature cooling canbe provided in any suitable manner. For example, cooling could beprovided by using refrigerant materials such as water ice, dry ice, orreusable cold packs (e.g. gel bags or bricks). In another example,cooling could be provided by electrical refrigeration.

Walk-In Retail Store

In some cases, the local retail facility is specialized solely fordelivery service of the retail goods (similar to a warehouse). But inother cases, the local retail facility may operate as both aconventional walk-in retail store and a delivery service. Examples ofwalk-in retail stores include grocery stores, supermarkets,hypermarkets, warehouse stores, department stores, convenience stores,variety stores, drug or pharmacy stores, electronics stores,restaurants, office supply store, hardware or building supply store,etc. For example, the delivery service may be operated out of one ormore back rooms or areas of the walk-in retail store. The inventory ofmerchandise for the walk-in retail store may also be used to supply thedelivery service.

In some cases, the local retail facility is an already-establishedconventional walk-in retail store that has been modified to also operatethe delivery service but continues to operate the already-existingbusiness (e.g. by remodeling, renovation, or other modification of thepremises such that it can continue the already-operating business). Forexample, one or more back rooms or areas of the walk-in retail storecould be converted or renovated to operate the delivery service. This isa useful feature because many retail stores already exist in closeproximity to residential areas (e.g. neighborhood grocery stores).

In cases where the local retail facility operates as both a conventionalwalk-in retail store and a delivery service, there may be some employeestaff who are dedicated to the delivery service (e.g. maintaining oroperating the vehicles). However, it may also be possible to haveemployee(s) who work both the walk-in retail store and also the deliveryservice. As such, in some cases, the local retail facility operates withat least one employee in at least one work shift working in both thewalk-in retail store and the delivery service; and in some cases, atleast three employees in at least one work shift who work in thismanner.

Delivery

The customer is notified when their purchase order is ready fordelivery. The purchase order is ready for delivery and now awaits adelivery request from the customer. When the customer's delivery requestis received, the package(s) containing the customer's purchase order areloaded into an unmanned ground vehicle. The unmanned ground vehicle isnot the possession of the customer. Some other party, such as the localretail facility, has legal possession of the unmanned ground vehicle(e.g. owns, leases, or through other contractual arrangement).

In some cases, the local retail facility has a vehicle bay where theunmanned ground vehicle(s) is parked while being loaded. Because theunmanned vehicle may have a lower height than conventional deliverytrucks, in some cases, the vehicle bay has a clearance height (e.g.ceiling height) of less than 15 feet; in some cases, less than 12 feet;in some cases, less than 10 feet of clearance height. In some cases, thelocal retail facility has a covered garage for storing the vehicle(s)when not in use (e.g. during idle time or overnight).

The unmanned vehicle is then sent to the customer's deliverydestination. The unmanned vehicle travels, being driven at least partlyin an autonomous manner, to the delivery destination via a pavedroadway. To confirm the customer's delivery request, the customer may benotified (e.g. by the operations hub) that the delivery is on its way.This notification may occur at any suitable time point, such as when thegoods are loaded onto the unmanned vehicle or when the vehicle is intransit to the delivery destination.

In some cases, one or more of the packaging used for making the deliveryis reusable and intended to be returned to the local retail facility.For example, the container holding the cold food items may be designedfor reuse. The recipient removes the container from the vehicle andunpacks it (e.g. move the cold food items into the refrigerator). Duringthis time, the vehicle will stand-by until the container is returned tothe vehicle.

Delivery Performance

Because the local retail facility is located close to the customer'sdelivery destination and the customer's purchase order is preparedbefore the delivery request, our invention can provide on-demanddelivery in a timely manner. In some embodiments, greater than 50% ofthe purchase orders made by the customers arrive at the deliverydestination within 45 minutes of the customers' delivery request; and insome cases, greater than 75% (as applied to a particular local retailfacility and/or system-wide).

Whereas in conventional delivery methods the customer often mustaccommodate to the delivery schedule, our delivery method allows thedeliveries to be made at a time convenient for the customer. Forexample, for many customers, receiving deliveries at home after workhours is more convenient. In some embodiments of our invention, greaterthan 50% of the weekday (Monday-Friday) deliveries are made in the hoursof 3 pm to 11 pm; in some cases, greater than 70% (as applied to aparticular local retail facility and/or system-wide).

Our method can provide same day delivery with high reliability. In somecases, greater than 75% of the purchase orders received between thehours of 7 am to 3 pm are delivered the same day; in some cases, greaterthan 90% of the purchase orders received between the hours of 7 am to 3pm are delivered the same day (as applied to a particular local retailfacility and/or system-wide). Because our method uses unmanned deliveryvehicles, a high volume of deliveries can be made. In some cases, alocal retail facility makes an average of 25 purchase order deliveriesper day; in some cases, an average of 60 per day; in some cases, anaverage of 125 per day.

Our invention can be useful in situations where the customer will not bepresent at the delivery destination when the delivery is ready to besent. For example, many working people are not at home during theworkday. Our invention can offer the convenience of making a purchaseorder in the morning or afternoon hours (e.g. at their workplace). Whenthey return home, they can request delivery of the purchased goods totheir homes. As such, in some embodiments, at least 35% of the weekdaypurchase orders for delivery to residences are made between the hours of7 am to 5 pm, and at least 50% of the weekday deliveries to residences(same day as purchase order) are made between the hours of 3 pm to 11 pm(as applied to a particular local retail facility and/or system-wide);in some cases, at least 50% of the weekday purchase orders and at least70% of the weekday deliveries as aforementioned.

Our invention can offer the convenience of making a purchase order onthe night prior for on-demand delivery the next day. As such, in someembodiments, at least 15% of the purchase orders for delivery toresidences the next day are made between the overnight hours of 5 pm to12 midnight (as applied to a particular local retail facility and/orsystem-wide); in some cases, at least 25% of the purchase orders asaforementioned.

Example Embodiment

FIGS. 8-10 show an example of how our invention might be implemented.FIG. 8 shows the back of a supermarket store (perspective view). Thefront of the store is a conventional walk-in supermarket store. There isa vehicle bay 90 where the unmanned delivery vehicle can be parked.Employees load the delivery vehicle through the service doors 92.

FIG. 9 shows another view of the back of the supermarket (elevation viewwith see-through). Multiple customer purchase orders have been received.The employees have collected the purchased items and put them intodelivery packaging (for customer order #1, #2, and so on). Some of thepurchased items are cold food items. These are put intothermally-insulated plastic containers 102 and stored in a refrigeratedroom 100 (e.g. walk-in refrigerator). Non-perishable items are put intodisposable cardboard boxes 104 and kept at ambient temperatures. Thecustomers have been notified that their purchase orders are ready fordelivery to the designated destinations. The unmanned delivery vehicle96 is parked in the vehicle bay 90 awaiting a delivery request.

In FIG. 10, the customer for purchase order #4 has requested delivery tothe customer's home. Store employees load purchase order #4 into thedelivery vehicle 96. The insulated container for order #4 is loaded intothe cold compartment 106 of the vehicle (bottom), which itself isthermally-insulated and electrically refrigerated. The cardboard boxesholding the non-perishable items are loaded into the top compartment (notemperature control). After loading, the delivery vehicle 96 is sent onits way to the customer's home.

In transit to the delivery destination, the customer is notified thatthe delivery is on its way. When the unmanned delivery vehicle 96arrives at the delivery destination, the customer is notified that thedelivery vehicle has arrived and is given an access code for opening thecargo compartment of the unmanned delivery vehicle. When the customerenters the correct access code (e.g. on an external keypad on theunmanned vehicle), the cargo door is unlocked. The customer picks-up thedelivery packaging and takes them inside home. After unpacking the coldfood items in the insulated container, the customer returns theinsulated container into the cold compartment of the vehicle and closesthe cargo door. The customer then presses a button on the unmannedvehicle indicating that the delivery is completed. With this, theunmanned vehicle returns to the supermarket or makes more deliveries.

C. Taxi Delivery Service

This embodiment of our invention contemplates the use of an autonomousunmanned road vehicle to transport items from a sender to a recipient.The sender makes a request for a delivery vehicle (like a request for ataxi) to pick-up an item for delivery to a recipient at a designateddelivery location.

Home Base Facility

In this embodiment, the invention uses a home base facility that servesas a place where a fleet of unmanned ground vehicles is kept andmaintained. The home base facility can be any suitable facility wherethe vehicles can be maintained, stored, house equipment or personnelinvolved in the delivery service, and/or house communication equipmentfor operating the delivery service, etc. The home base facility may havepersonnel and equipment for maintaining the unmanned vehicles, such asbattery recharging equipment, replacement batteries, replacement parts,fuel and fueling equipment, repair tools and equipment, etc. The homebase facility may also have a recovery truck (e.g. tow truck or carriertruck) to be dispatched to recover or repair an unmanned vehicle if itexperiences problems (e.g. loss of battery power, breakdown, trafficcollision, vandalism, etc.).

In some cases, the home base facility is dedicated solely for the taxidelivery service. But in other cases, the home base may be located at abusiness facility that operates a different type of business (other thanthe delivery service), such as a retail store, office building, gasstation, parking garage or parking lot, or school. For example, thedelivery service may be operated out of a back room, on the parking lot,or from the back alley of the business facility. Examples of retailstores where the home base facility could be located include grocerystore, supermarket, warehouse store, department store, conveniencestore, variety store, drug or pharmacy store, electronics store,restaurant, office supply store, hardware or building supply store, etc.This is a useful feature because many retail stores already exist inclose proximity to residential areas (e.g. neighborhood grocery stores).

The facility for the home base does not have to be newly constructed. Insome embodiments, the home base is located at an already-establishedbusiness facility that has been modified to also operate the deliveryservice but continues to operate the already-existing business (e.g. byremodeling, renovation, or other modification of the premises such thatit can continue the already-operating business). For example, a backroom or area of a retail store (e.g. grocery store or convenience store)could be converted or renovated to operate the delivery service. Inanother example, the parking lot of a shopping center could be equippedto hold and maintain a fleet of unmanned vehicles, along with otherequipment, personnel, and/or housing to operate the delivery service.

In cases where the home base facility is located at a business facilitythat also operates a different type of business, there may be someemployee staff who are dedicated to the delivery service (e.g.maintaining or operating the vehicles). However, it may also be possibleto have employee(s) who work both the other business operations and alsothe delivery service. As such, in some cases, the business facilityoperates with at least one employee in at least one work shift workingin both the other business operation and the delivery service; and insome cases, at least three employees in at least one work shift who workin this manner.

In some embodiments, the home base facility is located in an area thatis zoned for commercial, industrial, and/or mixed residential-commercialuse. In some embodiments, the home base facility is located within 6miles from a residential area, or land that is zoned for residentialuse, or a residential building (e.g. condominium, apartment building,townhouse, rowhouse, detached single-family house, etc.). This is auseful feature because many requests may involve delivery to residences.In some cases, the home base facility has a covered garage for storingthe vehicle(s) when not in use (e.g. during idle time or overnight).

Delivery Request

The sender makes a request for transporting one or more items from alocation designated by the sender (which may be the sender's ownlocation or another location) to a recipient's location, i.e. deliverydestination. The delivery service of our invention receives the requestand assigns one or more of the unmanned ground vehicles for thetransportation job. The selected vehicle is one that is in relativeclose proximity to the sender's designated location to provide timelyon-demand delivery service. Proximity to the sender's designatedlocation may be determined based on any suitable parameter, such asstraight-line distance, travel distance, and/or travel time. Estimatesof proximity may vary depending upon various external factors such asroad and traffic conditions, time of day, weather conditions, trafficsignal patterns, number of turns required, availability of highways orexpressways on the way, etc.

The selected vehicle may be idle or traveling. For example, the selectedvehicle may be at the home base facility, parked at a temporary waitingarea, or in transit (e.g. returning to home base, going to a temporarywaiting area, finishing a delivery job, roaming, etc.).

The selected vehicle is one that is in relative close proximity to thesender's designated location to provide timely on-demand delivery. Assuch, in some embodiments, for greater than 60% of all accepted taxirequests made by senders, the selected vehicle arrives at the sender'sdesignated location within 45 minutes of the sender's taxi request; insome cases, for greater than 75% of all accepted taxi requests. Thesestatistical parameters may be applicable to a particular home basefacility, particular regional network, and/or system-wide. That is,infringement of our patent may occur at the level of particular homebase facility(s), particular region(s), or system-wide. Here, “allaccepted requests” means not counting denied requests (such as prankcalls) but encompassing the possibility of delaying incidents, whetherexpected or unexpected, such as traffic collision, vandalism, roadclosure, heavy traffic conditions, incorrect or non-existent senderlocation, inability to access the sender's location (e.g. gatedcommunity), etc.

In some embodiments, the sender is a business entity and the recipientis a customer (which may be another business entity or an individual).Many types of businesses may be able to use our invention for deliveringitems to customers, including retail businesses (as described above).Many types of items can be delivered using our invention, includingconsumer and commercial items. Examples of consumer items (i.e. productsthat are packaged in a manner intended for the end-user/consumer) thatcan be delivered include foods, groceries, medical supplies and drugs,propane gas, drinking water, postal packages, office supplies, householdproducts, personal care products, electronic goods, baby care products,clothing/apparel, etc.

The sender does not have to be a business. Our invention can also beused by individuals for delivering personal items (e.g. for sending agift package to a friend).

In some embodiments, the taxi request includes the recipient's contactinformation, such as phone number, messaging interface (e.g. textingapp), email, etc. The taxi request can be made in any suitable manner,such as using wired or wireless communication devices (e.g. mobilephones), desktop computers, home control panel (for a home automationsystem), etc. The request can be made through any suitable type ofinterface, such as website with a browser, specialized programs (e.g.smartphone apps), telephone menu, an automated system, etc.

In some cases, the taxi request further includes information about theitem being delivered. This information can be useful in assigning asuitable vehicle for the delivery task. Examples of such usefulinformation include the dimensions of the item, weight of the item,whether it is hot food that needs a heated compartment, or cold foodthat needs a cooled compartment, etc. For example, if the item is a hotfood item, a vehicle having a heated compartment can be assigned. Or forexample, if the item is a cold food item, then a vehicle having arefrigerated compartment can be assigned. If the item is relativelysmall, a smaller vehicle can be assigned, and other such accommodationsor optimizations for using the fleet of available vehicles.

Drive to Sender

The unmanned vehicle travels, being driven at least partly in anautonomous manner, to the sender's designated location via a pavedroadway. The sender may be notified (e.g. by the operations hub) thatthe vehicle is on its way and/or has arrived. Upon arrival at thesender's designated location, the vehicle is loaded with the item(s) tobe sent. After loading the vehicle, the vehicle is made to proceed tothe recipient's location. This may be accomplished in any suitablemanner, such as closing the cargo compartment door and pressing a buttonindicating that the item has been loaded.

Drive to Recipient

The unmanned vehicle travels, being driven at least partly in anautonomous manner, to the recipient's location via a paved roadway. Therecipient may be notified that the vehicle is on its way and/or hasarrived. In some cases, one or more of the packaging used for making thedelivery is reusable and intended to be returned to the sender or thehome base facility. For example, the container holding the cold fooditems may be designed for reuse. The recipient removes the containerfrom the vehicle and unpacks it (e.g. move the cold food items into therefrigerator). During this time, the vehicle will stand-by until thecontainer is returned to the vehicle.

After making the delivery, the vehicle may then (1) return to a homebase facility; (2) travel to another recipient's location to makeanother delivery; (3) travel back to the sender's designated location topick-up another item for delivery; (4) travel to another sender'sdesignated location; or (5) travel to a waiting area as described above.

Service Operating Area

As the vehicle travels from place to place, having the vehicle staywithin relatively close proximity to the home base facility can be auseful feature in case the unmanned vehicle experiences problems. If theunmanned vehicle becomes disabled, a recovery truck can be dispatchedfrom the home base facility to reach the disabled vehicle quickly. Assuch, in some embodiments, as the unmanned vehicle travels from place toplace, the area in which the vehicle operates (operating area) iscontained within a 15 mile radius around the home base facility; in somecases, within a 12 mile radius; in some cases, within a 9 mile radius;in some cases, within a 6 mile radius. In addition to proximity to thehome base facility, the operating area may be planned in considerationof many factors such as the local geography, road layouts, populationdensity, natural and man-made obstacles, traffic patterns, etc. Examplesof operating areas are shown in FIG. 11 (A, B, and C), drawn aspolygonal shapes. In each case, the vehicle's operating area iscontained within a radius R around the home base facility HB.

FIG. 12 shows an example of how our invention might be implemented. Thedelivery service provider has a fleet of unmanned ground vehicles at thehome base facility (HB) that are ready to receive requests for makingdeliveries. Someone at an office building calls a pizza restaurant andplaces an order for a pizza for delivery to the office location. Thepizza restaurant begins preparing the pizza and requests a taxi deliveryvehicle from the delivery service indicating the office building as thedelivery destination and the customer's contact information (e.g. cellphone number).

The delivery service assigns one of the unmanned ground vehicles forthis delivery job and is sent to the pizza restaurant. The deliveryvehicle self-drives to the pizza restaurant and the delivery servicenotifies the pizza restaurant that the vehicle is on its way. When thevehicle arrives at the sender's location, the pizza restaurant may benotified of its arrival.

One of the pizza restaurant staff loads the customer's pizza into thevehicle's cargo compartment. The staff person presses a button on thevehicle indicating that the delivery item is loaded. The vehicle thenself-drives to the designated office building. The delivery servicenotifies the customer that the vehicle is on its way and/or has arrived(e.g. by a text message). The delivery service also gives the customeran access code for unlocking the cargo door on the vehicle. The customergoes to meet the vehicle and enters the correct access code to open thecargo door to take delivery of the pizza. The vehicle then leaves andreturns to the home base or proceeds to its next task.

In this instance, the delivery service has also received a request froma pharmacy to deliver medications to an elderly patient at herresidence. This same vehicle is determined to be the one in closestproximity and is therefore selected for this next delivery task. Asinstructed, the vehicle self-drives from the office building to thepharmacy and the delivery service notifies the pharmacy that the vehicleis on its way. When the vehicle arrives at the pharmacy, the pharmacymay be notified of its arrival.

One of the pharmacy staff loads the medication into the vehicle's cargocompartment. The staff person presses a button on the vehicle indicatingthat the delivery item is loaded. The vehicle then self-drives to thedesignated customer residence. The delivery service notifies thecustomer that the vehicle is on its way and/or has arrived (e.g. by aphone call). The delivery service also gives the customer an access codefor unlocking the cargo door on the vehicle. When the vehicle arrives,the customer (or someone on her behalf) enters the access code and takesthe medication. The vehicle then leaves and returns to the home base,goes to a waiting area, or proceeds to its next task. As the vehicletravels from the home base facility to the pizza restaurant, to theoffice building, to the pharmacy, and to the patient's residence, thevehicle stays in an operating area that is contained within a 15 mileradius around the home base.

Regional Delivery Network

Our invention can also be implemented over a wider region using multiplehome base facilities distributed over a geographic area. This featuremay be useful for implementing our invention in a metropolitan area(such as the Maryland/Virginia/DC metro area). The vehicle may travelfrom place to place throughout the delivery region while being kept inrelatively close proximity to a home base facility. As explained above,this can be a useful feature in case the vehicle experiences problems onthe road.

As such, in some embodiments, our invention uses a network of multiplehome base facilities in a delivery region. The network of home basefacilities allows the vehicle to roam throughout the delivery region. Assuch, in some embodiments, each home base facility in the deliveryregion is within a 9 mile radius of at least one other home basefacility; in some cases, within a 6 mile radius; in some cases, within a3 mile radius.

In some embodiments, all the home base facilities of the regionalnetwork are contained within a circle (e.g. as drawn on a map) having aradius of 64 miles; in some cases, 48 miles radius; in some cases, 36miles radius; in some cases, 24 miles radius; in some cases, 18 milesradius; in some cases, 12 miles radius.

To keep the vehicle in close proximity to a home base facility, in someembodiments, the overall area in which the vehicle operates is containedwithin two or more adjoining or overlapping circles that each have aradius of 9 miles around a home base facility; in some cases, eachhaving a radius of 6 miles; in some cases, each having a radius of 3miles.

FIG. 13 shows an example of an operating area for a vehicle. Theoperating area for a particular unmanned vehicle is shown in grayshading. The regional delivery network has four home base facilities HB.The drawing figure also shows a circle of 9 mile radius centered aroundeach home base facility. As shown here, the vehicle's operating area iscontained within the four overlapping circles.

FIG. 14 shows an example of a regional delivery network. The deliveryregion is defined by the outer dashed line 110 around a geographicregion that includes a river and a forest area. There are four serviceareas (designated as numbers 1, 2, 3, and 4) in the region. Each servicearea has one or more home base facilities HB. Each home base facility inthe delivery region is within a 9 mile radius of at least one other homebase facility. Moreover, for this regional network, all the home basefacilities are contained within a circle having a radius of R. Thedashed line inside the delivery region shows an example of a route 112taken by an unmanned ground vehicle as it takes multiple service callsthroughout the day. These service calls take the unmanned vehicle fromthe home base facility in service area 1 into service area 3 andultimately ends at the home base facility for service area 4.

The foregoing description and examples have been set forth merely toillustrate our invention and are not intended to be limiting. Each ofthe disclosed aspects and embodiments of our invention may be consideredindividually or in combination with other aspects, embodiments, andvariations of our invention. Modifications of the disclosed embodimentsincorporating the spirit and substance of our invention may occur topersons skilled in the art, and such modifications are within the scopeof our invention.

1. An unmanned road vehicle for operating on a roadway and makingdeliveries, comprising: a control system for autonomous driving of thevehicle on a roadway; a perception system for detecting objects in thesurroundings; a cargo compartment; an electric motor for propelling thevehicle; wherein the vehicle does not have any passenger seats; whereinthe vehicle has an empty weight of at least 700 lbs; wherein both frontand rear track widths of the vehicle are narrower than 65 inches;wherein the total cargo volume of the vehicle is less than 200 cu ft. 2.The vehicle of claim 1, wherein both the front and rear track widths ofthe vehicle are narrower than 60 inches.
 3. The vehicle of claim 1,wherein both the front and rear track widths of the vehicle are narrowerthan 55 inches.
 4. The vehicle of claim 1, wherein both the front andrear track widths of the vehicle are narrower than 50 inches.
 5. Thevehicle of claim 2, wherein the maximum payload capacity of the vehicleis less than 900 lbs.
 6. The vehicle of claim 3, wherein the maximumpayload capacity of the vehicle is less than 900 lbs.
 7. The vehicle ofclaim 4, wherein the maximum payload capacity of the vehicle is lessthan 900 lbs.
 8. The vehicle of claim 5, wherein the total cargo volumeis less than 100 cu ft.
 9. The vehicle of claim 6, wherein the totalcargo volume is less than 100 cu ft.
 10. The vehicle of claim 7, whereinthe total cargo volume is less than 100 cu ft.
 11. The vehicle of claim8, wherein the total cargo volume is less than 100 cu ft.
 12. Thevehicle of claim 9, wherein the total cargo volume is less than 100 cuft.
 13. The vehicle of claim 1, further comprising a surveillance systemthat includes a multidirectional camera system that has one or morecameras for imaging in multiple directions, wherein the surveillancesystem is in operation even when the vehicle is not traveling or whenthe driving perception system is not active.
 14. The vehicle of claim 2,further comprising a surveillance system that includes amultidirectional camera system that has one or more cameras for imagingin multiple directions, wherein the surveillance system is in operationeven when the vehicle is not traveling or when the driving perceptionsystem is not active.
 15. The vehicle of claim 3, further comprising asurveillance system that includes a multidirectional camera system thathas one or more cameras for imaging in multiple directions, wherein thesurveillance system is in operation even when the vehicle is nottraveling or when the driving perception system is not active.
 16. Thevehicle of claim 4, further comprising a surveillance system thatincludes a multidirectional camera system that has one or more camerasfor imaging in multiple directions, wherein the surveillance system isin operation even when the vehicle is not traveling or when the drivingperception system is not active.
 17. The vehicle of claim 5, furthercomprising a surveillance system that includes a multidirectional camerasystem that has one or more cameras for imaging in multiple directions,wherein the surveillance system is in operation even when the vehicle isnot traveling or when the driving perception system is not active. 18.The vehicle of claim 6, further comprising a surveillance system thatincludes a multidirectional camera system that has one or more camerasfor imaging in multiple directions, wherein the surveillance system isin operation even when the vehicle is not traveling or when the drivingperception system is not active.
 19. The vehicle of claim 7, furthercomprising a surveillance system that includes a multidirectional camerasystem that has one or more cameras for imaging in multiple directions,wherein the surveillance system is in operation even when the vehicle isnot traveling or when the driving perception system is not active.